Homerun

Donating Member
  • Content Count

    909
  • Joined

  • Last visited

  • Days Won

    8

Homerun last won the day on May 9 2018

Homerun had the most liked content!

Community Reputation

59 Excellent

About Homerun

  • Rank
    4

Recent Profile Visitors

3,580 profile views
  1. Not true at all. A cursory glance at the AC website indicates this.
  2. I don’t agree. Things have changed from years ago. Historically you had maybe 10-20% of the passengers on a Rapidair or any flight for that matter, connecting from other flights. Nowadays its north of 50%, sometimes as high as 70-80%. So in a snow event you are going to have a very high number of misconnects. There are also a higher percentage of fully flexible tickets on Rapidairs and these passengers will switch flights or cancel instead of dealing with weather issues. I have seen a small airbus oversold by 60 on this route due to snowstorm cancellations etc and gotten a seat on a c2. This is true out of YYZ and YVR as well. Loads are less of an indicator of standby chances as they they historically were due to the very high percentage of connections nowadays.
  3. The Max sim does not replicate the MCAS scenario. They are training for it by having one pilot trim nose down to approximate the MCAS firing but the trim change is much slower.
  4. Was the landing on runway 14 or did the press get it wrong and it was actually 32? What is the landing distance of a 737-800 with a 7-9 kt tailwind on a wet to snow covered runway?
  5. http://avherald.com/h?article=4cc482c2 Here is good picture of the cracked windshield from the summer event. Both of these recent events were the outer glass pane. The inner 2 panes are acrylic.
  6. Boestar, that’s not my understanding. It’s spelled out in the regulations for certification as a common type, control feel must be essentially the same. You are correct in that it is the positioning of the engines that causes the Max to feel light in pitch compared to the NG. But any aircraft with engines mounted under the wing will pitch up with thrust. Of course we wouldn’t be discussing this if Boeing hadn’t continued on with this antique, still using cables and pulleys. FBW and this wouldn’t be an issue.
  7. The system introduces nose down trim so that the control feel on the yoke in the pitch axis feels the same as the NG. To be certified as a common type with the NG the control feel must be similar through all flight regimes. The MAX was too light in pitch feel in the flaps up, high AOA regime to be certified as a common type, hence the need for MCAS. It essentially puts the airplane in an out of trim state so it feels heavier on the yoke, that’s it. It has nothing to do with preventing stalls.
  8. The AC flights from YYZ-DEL and DEL-YYZ were routinely over 16hrs this spring with the detour around Pakistan.
  9. Better do some research into AC’s finances MD2. I don’t see much in your post that is factual.
  10. BA didn’t have flat beds in 2006. AC was one of the few, if only airlines with a lie flat product across the Atlantic back then on most widebody aircraft. The 330’s, 340’s and majority of 767’s received new interiors with the first lie flat seats in 2005. AC hasn’t been a crown company in 30 years. What bailouts? How is a disappointing flight from 13 years ago on a newly merged airline with a mixed fleet which was undergoing a refleeting at the time relevant to Swoop which is operating one type? MD2 you are really scraping the bottom of the barrel.
  11. When did AC recently cancel most of its flights? I don’t recall hearing about it as it would have shut the Country down. There are roughly 1600 per day including affiliates.
  12. https://mobile.twitter.com/seref737/status/1139239759434407941
  13. From Airbus The A321LR – a new variant of Airbus’ A321neo, deliveries of which began in 2018 – has the longest range of any single-aisle jetliner, able to fly routes of up to 4,000 nm with 206 passengers while utilising extra fuel stored in three Additional Centre Tanks (ACTs). Ideally-suited to transatlantic routes, the A321LR allows airlines to tap into new long-haul markets that were not previously accessible with current single-aisle aircraft. Operators can outfit it in state-of-the-art two-class configurations with full-flat seats for true long-haul comfort, or in a single-class layout.